Railway-signal.



J. M. MOORE & P. P. KAMP, JR. RAILWAY SIGNAL.

APPLICATION FILED AUG. 16. 1907.

Ei-IT 1 4 Q/vi In cases PATENTED NOV. 5,v 1907.

UNITED STATES. PATENT OFFICE.

JOHN M. MOORE, OF BRIDGEVILLE, AND FRANK F. KAMP, JR, OF LAWRENCE, PENNSYLVANIA.

RAILWAY-SIIGNAL.

Specification of Letters Patent.

Patented Nov. 5, 1907.

Application filed August 15, 1907. Serial No. 388,605.

To all whom it may concern:

Be it known that we, .lonn' M. Moons, residing at air brakes of a train through the intermediacy of a semaphore signal. I The object of the invention is, to provide simple and effective means for stopping a train when the signal indicates danger, whether the engineer follows the signal or not.

The invention comprises novel means employed in connection with a semaphore signal, and adapted to be operated by a device carried by the locomotive for automatically setting the air-brakes of a train.

The construction of the improvement will be fully described hereinafter, in connection with the accompanying drawing, which forms a part of this specificae tion, and its novel features will be set forth in the appended claims.

In the drawing, Figure 1 is a vertical section of a signal post, with my improved mechanism shown in elevation, Fig. 2 is an elevation on an enlarged scale of the engineers brake-valve and parts appurtenant thereto, Fig. 3 is an elevation partly in section of the brakeoperating mechanism, Fig. 4 is a view in perspective on an enlarged scale of the guide for the brake-operating slide employed, Fig. 5 is a top plan view of the brake I valve operating means, Fig. 6 is a bottom plan ofthe brake-valve shaft, and Fig. 7 is a view in perspective on an enlarged scale, of the slide for operating the brake valve.

The reference numeral Ldesignates a hollow post or tower upon which a semaphore arm 2" is pivotally secured, the usual electric motor 3 being arranged at the top of the post to operate the arm 2 At the base of the hollow post 1 is a suitably fulcrumed bell-crank lever 4 connected by a rigid connection 5 to the semaphore arm, and by a link 6 to a slide 7 of inverted T-shape.

The slide '7 is movably supported within a guide 8 corresponding in contour to the slide, and secured upon a tie or like support9 at one side of the track 10. Projecting from the slide 7 is an arm 11 adapted to be struck by the shoulder 12 formed upon a disk 13 mounted upon the lower end of a vertical shaft 14 supported in bearings 15 upon the cab of a locomotive. The shouldered disk 13 is guided between parallel guide-plates 16 fined upon the shaft 14. Upon the upper end of the shaft 14 is mounted a disk 17, formed with a shoulder 18, adapted to engage a corresponding shoulder 19 formed upon a disk 20, mounted upon the stem 21 of the engineers brake-valve 22.

The utility and operation of the mechanism constructed as above described will be readily understood.

When the semaphore arm 2 is set to indicate danger, the slide 7. isprojected towards the track 10, bringing its arm 11 into position to bestru ck by the shoulder 12 of the disk 13, so that if the danger signal is not observed by the engineer, the shaft 14 will be turned automatically to operate the brake-valve 22 and set the brakes. A lever 23 is fixed upon the upper end of the shaft 14 to be manipulated by the engineer.

Our improved railway safety device is applicable to any automatic or mechanically operated signal that is e'mployedto stop a train. The device is adapted to operate independently ofan engineer of a locomotive and is adapted to prevent rear end collisions when used in connection with electric or minute blocks of any kind of signal or semaphore.

We would have it understood that the invention in cludes all such variations and modifications in the details of construction as may fall within the terms and scope of the following claims. I

Having now described our invention, whatwe claim as new, is: i

1 The combination with a signal post, and a semaphore .arm pivotally secured thereto, of a bell-crank lever fulcrumed at the base of the post, a rigid connection between said arm and bell-crank lever, 21 horizontally-guided slide connected to said hell-crank lever, and means carried upon a locomotive adapted to contact with said slide and operate a brake-valve upon the locomotive, comprising a vertical shaft, a shouldered disk' at the lower end of said shaft, and interlocking shouldered disks, one mounted upon the upper end of said shaft, and the other upon the stem of the brake-valve.

'2. The combination with a signal post, of a semaphore arm pivotally secured thereto, a bell-crank lever fulcrumed at the base of said post, a rigid connection between said arm and lever, a guide located at the side of a railway track, a slide movahly supported within said guide provided with a projecting arm, and having a link connection with said bell-crank lever, a vertically disposedsh'aft' cairied by a locomotive, a shouldered disk mounted upon the lpwer end of said shaft, 21 similar disk secured to the upper end of the shaft, :1 brake-valve and a shouldered disk thereon adapted to engage the disk at the upper end of said shaft. I

In testimony whereof \'e aflix our signatures in the presence of two witnesses.

JOHN M. MOORE. FRANK r. KAMP, JR. Witnesses W. F. Russnnn,

TEoMAs WELSH, Jr. 

